Bridge



ANGRESEN,

BRIDGE.

APPLICATION FILED IuIIEzs, I9I9.

Patente Apr. ZI?? w20.,

'6 SHEETS-SHEET I.

H. ANDRESEN.

BRIDGE.

i APPLICATION rI`I`ED JUNI-:23, I9I9.` y

1,337, 187. Patented Apr. 20, 1920 6 SHEETS-SHEET 3.

Aff/.MA R Anm/95s e /v H. ANDRESEN.

y BRIDGE.

` APPLICATION FILED JUNE 23, 1919.

nm fm 2. m, 94. Y W Am @W 0H A 2s4 Lm A prf.

H. ANDRESEN.

BRIDGE.

APPLICATION FILED IUNEZS, 1919.

6 SHEETS-SHEET 5.

Patented Apr. 20, 1920.

H. ANDRESEN.

BRIDGE.

APPLICATION FILED IuIIE 23, 1919.

Patene Agp;e 6 SHEETS-SHEET I-IILMAR ANDRESEN, OF CHICAGO, ILLINOIS.

BRIDGE.

Application led June 23, 1919.

To all 4w/wm 'it may Concern.'

Be it lrnown that I, Hi'LMAR ANDRESEN, a citizen of the United Sta-tes, and a resident of Chicago, in the county of Cool: and State of Illinois, have invented certain new and useful Improvements in Bridges; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in locking devices for trunnion bascule bridges or structures of a similar type.I One of the objects of the invention is to provide a locking device that is independent of the main or driving machinery, and which device shall firmly hold the swinging portion of the bridge in such manner as to be immovable in any position of the bridge, and at ie same time permit the release of the locking structure at the proper time, to permit the swinging of the bridge leaf back to its normal position.

hij." invention further has for one of its objects the location upon the swinging or movable leaf of the bridge structure of brake operated mechanism of the compressed air 'ype and of locating on the fixed or nonswinging part of the bridge, suitable means for originating and supplying compressed air to the brake operating mechanism` Another object of my invention is to provide a brake gripping mechanism located upon the swinging portion or leaf ofthe bridge in snch position as to operatively grasp a brake rail fixed immovably in the abutment which constitutes a. part of the bridge structure as a whole, said mechanism for actuating said locking brake being located upon the movable part of the bridge, while the means for controlling said brake operating mechanism is located upon the shore or the bridge operators house.

Another object of my invention is to provide a main storage or supply tank for the compressed air upon the non-movable part of the bridge structure, and an auxiliary air supply tank on the movable part or leaf of the structure, the two tanks being suitably connected, and automatic means for supplying compressed air from the stationary main supply tank to the movable auxiliary supply tank when the pressure in the latter is Specification of Letters Patent.l

Patented Apr. 20, 1920.

sei-iai No. 305,975.

momentarily reduced by the operation of the brake operating mechanism.

A still further object of the invention is to connect the source of air supply from the stationary tank to the brake operated mechanism through the hollow trunnions of the movable part or leaf of the bridge structure, so that the movement of the bridge will not interfere with the source of air supply.

These and other objects of my invention will be manifest as I proceed with my specication.

In the drawings:

Figure l is a skeletonized plan view, partially in section, of bridge embodying invention, showing also a portion of the abutments.

Fig. 2 is an enlarged vertical sectional view of the abutment with the swinging end of a bridge leaf in elevation.

Fig. 3 is an end elevation of a portion of the bridge structure.

Fig. el is an enlarged detail view of the end of the `bridge truss shown in Fig. 2, some of the parts being in section.

Fig. 5 is a rear elevation enlarged, of the truss member in which the movable clamping block is mounted.

Fig. 6 is a vertical, sectional view taken on the line 6-6 of Fig. a, showing the cylinder operated clamping` lever in elevation.

Fig. T is a horizontal, sectional view of the same on the plane indicated by the dotted line 7-7 in Figs. i and 6.

Fig. S is a detail cross sectional view of the brake rail and clamping brake shoev shown in Fig. 7, when the brake is released.

Fig. 9 'is a side view or elevation of the end of the swinging leaf of the bridge and of the curved brake rail to which my invention has been applied in a modified form.

Fig. l0 is an end view of the modification shown in Fig. 9.

Fig. 1l is a sectional view taken upon the line ll-ll of Fig. l() showing the modified form of clamping brake in elevation.

Referring now to the drawings, Figs. l to 8, inclusive, M indicates a portion of the masonry end of the shore abutment to bridge. T, T, T1 T1, and T2 T2, indicate the trunnions, in pairs, about which two bridge leaves la and B1, a bascule lifting bridge structure, are mounted. C indicates an air pump located on shore and suitably connected to a supply tanl l) similarly located. E.

E1 are auxiliary air supply tanks mounted upon the movable bridge leaves B, B1, respectively. F, F1, F2 are supply pipes, one branch, F2 of which leads through valve Gr to that trunnion T nearest that part of the abutment o n which the pump C and tank D are located. The section F1 of the supply pipe leads across the width of the bridge to the opposite ends of the abutment, and through the branch pipe F3, and valve G1 leads to the farthermost pair of trunnions designated as T2, T2.

The trunnions T1 T1, and T2 T2 are hollow, so that compressed air is admitted therethrough when the valves G and G1 are open. In order to supply compressed air through the trunnions to the auxiliary air supply tanks, E, E1, a pipe line H leads from the trunnions T1 T1, and is connected with the auxiliary tanks E on the leaf B, and a similar branch pipe H1 connects the trunnion T2 T2 with the tanks E1 on the leaf B1. By this arrangement, I provide, apparatus for supplying compressed air that is located upon the stationary abutment to the series of auxiliary tanks E which are located upon and movable with the moving bridge, suitable swivel joints S, S1 being provided in the branches F2 and F3.

I do not illustrate the details of mechanism whereby the said branch pipes leading through said trunnions are properly packed to permit the swinging movement of the bridge and at the same time to .permit the compressed air to pass through said trunnions Without leaking, as any suitable swivel joint on the market may be employed, since the swivel joint is but an incidental fe'aturc of the structure.

Upon the shore end of the moving leaves B, B1 of the bridge, I provide suitable brakes adapted to engage a brake rail stationarily mounted on the shore abutment. In Figs. l to 8 inclusive, the brake rail is designated at lf and is shown (more particularly Figs. 2 to 4:) as a curved rail suit ably anchored inside of the masonry end of the abutment, while the brake, as a whole, is designated at J. Near each auxiliary tank E, E1, an air operated cylinder K is located on the leaves B, B1, the piston K2 of each cylinder K being in operative connection with a brake J. Then the bridge is turned on its trunnions by suitable operating mechanism, (not shown) the shore end of the leaves B, B1 will swing substantially in the arc of a circle indicated by the curvature of the brake rails l. The several brakes J, being in juxtaposition to said brake rails, will slide easily thereover. `When the bridge is in the desired position and it isdesirable to lock the bridge to the shore abutment through the brake and brake rails, the proper valves are opened and air pressure admitted from the auxiliary tanks E into the adjacent cylinders K, said Valves being magnetically operated from the bridge house. Thus the several cylinder pistons are forced outwardly to simultaneously operate the several brakes J to clamp upon the brake rails I. Immediately the pressure in the auxiliary tanks E, E1 is thus lowered, automatic valve connections in the pipe lines supply the deficiency from the main tank D. Automatically operated valves between the main tank D and the pump C will simultaneously open to start the pump C into operation. Thus pressure in the tanks D, E, and E1 will be substantially constant, and maximum pressure will always be available for the operation of the cylinders K. I do not show in my drawings nor think it necessary to describe the details of the automatic valves or connections by which the pump C may be started and stopped and the pressure in the tanks be maintained, nor the stoppin@r and starting valves by which the cylinders CK may be operated, as these are incidental to the main purpose of my invention. Any of the well known types of valves may be used, and will. be readily understood by the engineer or mechanic.

Referring now to the brake structure proper, the bridge trusses are designated l, 2, 3, and t. Tt will be noticed that the trusses l and Q indicate half of the bridge or the bridge leaf B1, while the trusses and 4 indicate the other individual half or bridge leaf B. These two leaves B and B1 may be operated separately or as a unit according to the particular design of the bridge. Each truss l, 2, 3 and 41;, however, is provided with a pair of trunnions as shown. Upon the bottom side of each of the trusses l and 2, 3 and t, is located a pressure cylinder K each with its auxiliary tank and all suitably connected by the air supply pipe lines previously described.

Referring now more particularly to Figs. 2, 4, 6 and T it will be seen that each cylinder -is provided with a piston rod K2 which is pivotally connected with an operating lever 6. The lever 6 is pivoted at 7 to the upper end of the brake structure and is provided with a fulcrum pin 8 intermediate its ends. The brake J includes a brake head 9 slidable and longitudinally movable within a guide frame or bumper casting l0, secured to and a part of the bridge structure. A link arm ll, pivotally secured at one end bv the bolt 12 to the brake head 9, is connected to the lever 6 at its other end by means of the fulcrum 8. The brake shoe or rail gripping end of the brake J is preferably V shaped andthe rail I is preferably A shaped in cross section as clearly shown in Figs. 7 and 8, the complemental surfaces 13-14 thus increasing the friction between them.

ln operation, compressed air is supplied to the cylinders K whereupon the piston of each is moved outwardly and through its piston rod actuates the attached lever 6. As the end of the lever 6 swings on its pivot 7 toward the brake rail I, it pushes the brake head 9, through the connecting link 11, until the brake shoe J engages the brake rail I, thus firmly locking the bridge leaf in the position in which it happens to be 'when air pressure is applied to the cylinders K. The arrangement ot these parts and their construction and operation is such that tremendous power is exerted and a maximum ofbraking efficiency is obtained.

In the modiiied form shown in Figs. 9 to 11, inclusive, M indicates vthe masonry and Il the curved brake rail. In this form, the bearing surfaces of the brake are in parallel relation, as shown clearly in Fig. 11.v The auxiliary tank E and the cylinder K are mounted upon the end chord of the truss instead of on the bottom chord as in the previously described arrangement.

'Within a metal frame 15and pivotally secured at 16, 16, are a pair of lever arms 17, 17 and upon the lower end ot each arm 17 is a brake Yshoe, 18. The two brake shoes 18 are positioned in operative relation upon opposite sides of the brakerail I1. Their braking surfaces are normally close to the sides of the brake rail Il, only suflicient space being allowed for `clearance in swinging the bridge so that the minimum amount of movement of the levers 17, 17, will cause actual braking Contact between the brake shoe 18, 18 and the brake rail I1.

Thev arm of leach lever 17 is provided near its upper end with a suitable groove or socket 19, in which is engaged a complementally shaped boss or knob 20 upon a lever arm 21. This lever arm 21 is Apivoted at one end 22, and at its farther end is connected at 23 with a link The other end of each link 24 is pivotally connectedv at 25 to the piston rod of the cylinder K. When the air pressure is applied tothe cylinder K, the piston moves outwardly, forcing the pivots 23 of the links 24 outwardly and spreading apart the upper or long arms of the levers 21. This toggle movement of the links 24 and the levers 21 results in moving bodily outwardly the knobs or projections 20. It also has the effect of pushing the upper or long arm of the levers 17 outwardly and the short arms of the levers 17 inwardly, thereby clamping the two brake shoes 18, 18, against the sides of the brake bar I1.

The relation of the toggle composed of the levers 21 and the links 24 with Athe levers 17 is such that the minimum amount of movement is exerted to produce the maximum amount of brake action, whereby the brake shoes 18 are securely clamped to the brake bars I1 almost the instant that air pressure is supplied to the cylinders K, thereby holding the bridge firmly in the desired position.

It will be noted that the masonry part M of the bridge structure supports the source of compressed air, such as the pump C, and the auxiliary tank D, as well as the main supply pipe line, F, F1 and the branches F2 and F3; and also carries the curved or segmental brake rails I, I1. These parts are fixed and immovable. It will also be noticed that the swinging bridge leaves B, B1, carry the brakes adapted to engage said brake rails, the auxiliary supply tanks E, FB, the actuating pressure cylinders K and the connecting mechanism between the said cylinders and the brakes.

It will also be noticed that the trunnions T1 T, and T2 T2, are hollow and that a portion of the branch supply pipes F2 and F extends beyond the valves (i and G1 respectively to pass through the trunnions and connect by the branch lines I-I and H1 with the auxiliary tanks E and F respectively. Thus the bridge leaves B and B1, jointly or separately may be moved or swung about their trunnions and their brake operating mechanism will be constantly in operative connection with the source of compressed air from the compressor C and main reservoir or tank D.

In Fig. et I have illustrated a compressed air connecting pipe 26 leading from the auxiliary supply tank E to the cylinder K, and controlled by an automatic electrically operated valve which I have indicated at N, N. Any suitable form of valve may be used. These valves will be connected by suitable wiring (not shown) along the movable part of the bridgevstructure to the stationary part of the bridge structure, so as to be operated from the bridge house, by any suitable form of electric switch for turning on and off the current. IVhen it is desired to apply the brake the switch will be turned. the valve N will be operated to open communication between the auxiliary tanks and the cylinders K. So long as the switch is open the pressure will be maintained and the brakes will irmlv graspthe brake rails to lock the movable ,leaves B 'and B1 in the desired position. Then it is desired to release the brakes, the switch may be turned otl or closed to cut off the pressure through the valve N, and open a suitable exhaust valve or exit port in the cylinders K (not shown) thus permitting the parts to be relaxed and the pistons in the cylinders K to move back to normal position, ready to be again operated when air pressure is supplied.

I claim as my invention:

1. In a trunnion bascule bridge, a stationary arched brake rail fixed in the bridge abutment, a movable brake shoe upon the swinging bridge, and means also upon the bridge for operating the brake shoe to clamp said rail.

2. In a trunnion bascule bridge, a stationary arched brake rail, a brake mechanism upon the swinging bridge, and pneumatically operated mechanism upon the bridge for actuating the brake mechanism to engage with and disengage from the brake rail.

3. In a trunnion bascule bridge, a stationary arched brake rail, a brake shoe upon the swinging bridge, mechanism also upon the swinging bridge for actuating the brake shoe by compressed air, and means upon the nonfswinging part oic the bridge structure for supplying compressed air to the actuating means.

il. In a trunnion bascule bridge, an anchored arched brake rail, a brake shoe upon the movable part of the bridge structure, hollow trunnions on the movable part of the bridge structure, mechanism upon the bridge structure for actuating the brake, mechanism on the non-movable part of the bridge structure lor supplying compressed air to the brake actuating mechanism through said hollow trunnions. i

5. In a trunnion bascule bridge, an anchored arched brake rail, a brake shoe upon the movable part of the bridge structure, hollow trunnions on the movable part of the bridge structure, mechanism upon the bridge structure for actuating the brake, said mechanism including an air pressure cylinder and an auxiliary supply tank.

6. In a trunnion bascule bridge, an arched brake rail located upon a iixed abutment, a.

brake shoe, means for actuating said brake, said shoe and operating means being located upon the movable or swinging part of the bridge, and means on the non-swinging part of the bridge structure for actuating said brake operating means.

l. In a trunnion bascule bridge, an arched brake rail located upon the fixed or nonmovable part of the bridge structure, a brake shoe located on the movable part of the bridge structure, a brake cylinder also located on said movable part, a lever in operative connection with the cylinder and with the brake shoe, and means for supplying compressed air to said cylinder.

8. In a trunnion bascule bridge, an arched brake rail located on the liXed or non-movable part of the bridge structure, a brake shoe located on the movable part of the bridge structure, a brake cylinder also locatedon said movable part, a lever in op,

erative connection with the cylinder and with the brake shoe, a hollow trunnion and means for supplying compressed air to said cylinder through the hollow trunnions.

9. In a trunnion bascule bridge, a lever pivotally mounted at one end to a movable part of the bridge structure, a cylinder also mounted on said movable part of the bridge structure and operatively connected with said lever, a sliding brake head mounted on said movable bridge structure, a link pivotally connected at one end to said sliding brake head and pivotally connected at its other end to said lever between the ends of the latter, a brake shoe mounted on said sliding head, an arched rail brake anchored on the stationary part of the bridge structure in operative relation to the brake shoe and means for actuating the cylinder.

10. In a trunnion bascule bridge, a lever pivotally mounted-at one end to a movable part of the bridge structure, a .cylinder also mounted on said movable part of the bridge structure and operatively connected with said lever, a sliding brake head mounted on said movable bridge structure, a link pivotally connected at one end to vsaid sliding brake 4head and pivotally connected at its other end to said lever between the ends of the latter, a brake shoe mounted on said sliding head, an arched brake rail anchored to the non-movable part of the bridge and having inclined bearing faces, the brake shoe being provided with a recess having complemental bearing surfaces, and means for actuating the cylinder whereby said brake shoe will clamp said iXed rail.

In testimony that I claim the foregoing as my invention I aiiix my signature in the presence of two witnesses, this 21st day of June, A. D. 1919.

HILMAR ANDRESEN.

lditnesses TAYLOR E. BRoWNE, B. L. MACGREGOR. 

